Calculations based on this data show that the increase in lateral force, or grip, was 1%. The 0.07 second difference in this section means there was an appreciable amount of lateral force generated.
Samples were from six runs each with and without the Airtabs®, with one or two outliers removed from when I was doing warm-up and cool-down laps or when I made a big driving mistake. These turns are constant radius, and I am fairly consistent here, and I take the same line every time I go through it. What to do? After staring at my charts for a long time, I decided to look at a sector laptimes for turns 2 and 3. Unfortunately, and probably because of my inconsistent driving, maximum velocity of both sessions and best laptimes are equal. Fortunately, temperatures, fuel levels, tire wear were all at a similar level because I didn't waste much time between sessions. Picture of the rear aerodynamic layout in the second testīecause I don't drive at pro-level, it was really hard to analyze the data from my amateur-level DAQ setup. I placed them in the center 2 feet of the roof, and ignored the edges since my spoiler probably generates the most pressure in that area. The VGs are supposed to be installed 0.75" apart, but I just wanted to do a quick and dirty test. I decided to do the second testing on the track.Īt the last track event, I ran two consecutive sessions on the same aero settings, one with and one without four Airtab® VGs installed much closer to the rear edge of the roof, about 2.5" apart between the VGs. School was starting soon too, I was running out of time. Unfortunately I had to return the manometer before I could do another test. I had to do another test with adjusted mounting positions. Although the first test showed that the VGs were not working, I've seen this particular design work from different tests on the internet (link), so I wasn't convinced. Aerodynamics gets pretty complicated in this area separation points differ depending on the shape of the surfaces and that dictates where the VGs should be mounted. I found out position of the VGs are pretty critical. I mounted them 2.5 inches apart (thats 6.5 inches apart from center-to-center), about 13 inches from the rear edge of the roof-at the maximum manufacture recommended parameters. So, in short, it is perfect for comparisons. But it would conclusively tell me the differences between the two tests. Now, I have no idea if the rooftop is an accurate representation of ambient pressures or whatever pressure that acts with the spoiler pressure to generate negative lift, so I won't be able to calculate accurate lift figures. I mounted one 3.5 inches away where the spoiler edge meets the trunklid, and another node at the rooftop. This manometer works by measuring the air pressure differences at its two nodes. I first did a "lab test" using a differential manometer. Jack Latimer from Airtab, LLC sent me a bunch of his Vortex Generators for me to try out. 
Bad news travels fast right? So I very much appreciated when Mr.
And a non-professional enthusiast may make mistakes with installation, testing, etc and many things can go wrong. Especially for a smallish blog like this one it might seem that there isn't much to gain, but a lot to lose. Its always a risk sending your product out so some web blogger to test your product. Good price point, good value sounds like something this blog can use, eh? Few months back, I found a company called Airtab® who makes that design and sells them for a good price. Ever since I read that, I wondered how I could fab up a set without spending too much money or time. From what I read, that particular design seemed ideal for low drag, low velocity applications such as it would be for cars. But I was reading up a low-velocity low-drag VG design patented in the 80's. Delta wing, bent aluminum, dimple designs.
I've found some interesting findings, but the verdict is that they are worth it. I finally got around to testing them in both "lab" and "track" conditions. I've been toying around with the idea of Vortex Generators for a long time.
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